1961 Ferrari 250 GT Series II Cabriolet
Coachwork by Pinin Farina
Chassis no. 2319GT
Engine no. 2319GT

By the early 1960s, road car production had ceased to be a sideline for Ferrari and was seen as vitally important to the company's future stability. Thus the 250, Ferrari's first volume-produced model, can be seen as critically important, though production of the first of the line - the 250 Europa, built from 1953 to '54 - amounted to fewer than 20. Before the advent of the Europa, Ferrari had built road-going coupés and convertibles in small numbers, usually to special customer order using a sports-racing chassis as the basis. Ghia and Vignale of Turin and Touring of Milan were responsible for bodying many of these but there was no attempt at standardisation for series production and no two cars were alike.
The introduction of the 250 Europa heralded a significant change in Ferrari's preferred coachbuilder; whereas previously Vignale had been the most popular carrozzeria among Maranello's customers, from now on Pinin Farina ('Pininfarina' after June 1961) would be Ferrari's number one choice, bodying no fewer than 48 out of the 53 Europa/Europa GTs built. Pinin Farina's experiments eventually crystallised in a new Ferrari 250 GT road car that was first displayed publicly at the Geneva Salon in March 1956. However, the Torinese carrozzeria was not yet in a position to cope with the increased workload, resulting in production being entrusted to Carrozzeria Boano after Pinin Farina had completed a handful of prototypes. In response to the expected level of future demand, Ferrari set up its first production line and Pinin Farina moved into a vast new factory at Grugliasco on the outskirts of Modena, which had been under construction since 1956.
True series production began with the arrival of Pinin Farina's 'notchback' Coupé on the 250 GT chassis, 350 of which were built between 1958 and 1960 within the sequence '0841' to '2081'. However, the relatively small scale of production meant that cars could still be ordered with subtle variations according to customer choice, as well as enabling a handful of show cars and 'specials' to be constructed on the 250 GT chassis.
A number of important developments occurred during 250 GT production: the original 128C 3.0-litre engine being superseded by the twin-distributor 128D, which in turn was supplanted in 1960 by the outside-plug 128F engine which did away with its predecessor's Siamesed inlets in favour of six separate ports. On the chassis side, four-wheel disc brakes arrived late in 1959 and a four-speeds-plus-overdrive gearbox the following year.
A number of coachbuilders offered a variety of body styles on the 250 GT chassis, Mario Boano's cabriolet on chassis number '0461 GT', exhibited at Geneva in March 1956, being considered the probable inspiration for the Pinin Farina-designed series that followed. Exhibited for the first time at the 1957 Geneva Salon, the latter's first 250 GT Cabriolet was snapped up by Ferrari works driver Peter Collins, who later had the car converted to disc brakes. This car, '0655 GT', was the first of four Cabriolet prototypes - alternatively referred to as Spyders - though the remaining 36 Series I cars all differed in detail to such an extent that each may be considered a unique creation. Indeed, it was common at this time for wealthy clients to specify features seen on show models or other Ferraris as a means of personalising their cars.
After a handful of alternative versions had been built, series production of the 250 GT Cabriolet began in July 1957 and around 40 Series I Pinin Farina-styled examples had been completed before the introduction of the Series II in 1959. Effectively an open-top version of the Pinin Farina-built 250 GT Coupé, whose chassis and mechanicals it shared, the Series II Cabriolet was built alongside its closed cousin until 1962. Overall design followed that of the Coupé, with short nose and long rear overhang, while a more-vertical windscreen provided greater headroom in the generously sized cockpit. As well as the aforementioned improvements to brakes and transmission, the Series II cars benefited from the latest, 240bhp Tipo 128F V12 engine with outside sparkplugs, coil valve springs and twelve-port cylinder heads. The 250 GT was the most successful Ferrari of its time, production of all types exceeding 900 units, of which 200 were Series II Cabriolets. More refined and practical than any previous road-going Ferrari yet retaining the sporting heritage of its predecessors, the 250 GT is of historical significance, the Cabriolet version being the rarest and most desirable. Despite this, original survivors are relatively few, as many have been modified and converted into replicas of more exotic Ferraris such as the 250 GTO, Testarossa, etc.
Ferrari paperwork on file shows that chassis number '2319 GT' was built in 1961 and delivered in March of that year to Italauto in Lausanne, Switzerland. The car's original colour scheme was Grigio Scuro (dark grey) with Pelle Nera (black leather) interior, the same exterior as it is today. Between 2007 and 2008, this car was fully restored to the highest standards by recognised specialists Carrozzeria Cremonini in Modena, Italy. Used sparingly since the restoration's completion, the Ferrari has belonged to the current vendor for over a decade and in 2011 participated in the Zoute Grand Prix Rally and concours d'élégance. Invoices on file for the period 2011 to 2020 total over €50,000, mainly for regular maintenance including a new clutch and five new tyres in 2019. The car is currently Belgian registered and comes with ASI and FIVA certification. Ferrari Classiche certified and boasting fully matching numbers, this expertly restored 250 GT Cabriolet sold with hardtop is worthy of the closest inspection.